Means for vaporizing hydrocarbon fuels



Feb 25, 19%. c. STEESE MEANS FOR VAPORiZING HYDROCARBON FUELS Filed Feb. 11, 1924 In zre I'LTOK' Patented Feb. 25, 1930 MARCUS C. STEESE, OF HAMBURG, YORK H MEANS FOR VAPORIZING HYDROCARBON FUELS Application filed February 11, 1924. Serial No. 691,948.

My invention relates generally to means for vaporizing, or commingling fuel particles with the air, which conveys it, and more particularly to means by which the denser stream of'richer fueland air shall be diverted from the side" of the chamber, or pipin carrying the mixture, tothe center thereo whereby it shall be more thoroughly commingled with the leaner mixture surroundpart of the mixture traveling up the opposite side of the fuel passageway. This condition is further augmented by any bends or turns in the manifold, which, due'to centrifugal force, will throw this stream of denser vapor to the far side f' o'f the passageway. The result of such acondition is that there is an uneven distribution of the products ofcombustion to the cylinders'of a multiple cylinder internal combustion engine. 3o 1 The principal object of my invention has Qbeenjto overcome the disadvantages above pointed out, and to provide a method of and means for vaporizing hydrocarbon fuels, f'ii hereby the fuel shall be more intimately o'mmingled with the surrounding air, and 'apor of more uniform density shall be formed in the passageway. v Another objecthas been to provide a method and meun sfivhereby all the cylinders of a multiple cylinder engine shall receive vapor of substantially the same fuel density.

Furthermore, because ofthe uniform vapor density produced by my invention, great economy in fuel consumption is obtalned;

In the accompanying drawings, I have shown a number of forms of apparatus by means ofwhich my invention may becarried out, it being obvious that many other forms may be used without departing from '60 the scope of the'inven'ti'on. In the drawings:

Fig. 1 is a side elevation, partly in section, of a manifold of a multiple-cylinder hydrocarbon-engine provided with my device.

Fig. 2 is a fragmentary, sectional elevation of a slightly modified form for carrying out my invention. u Fig. 3 is a similar view of another form of device for'carrying out my invention.

Fig. 4 is an enlarged fragmentary, sectilonal view, showing the sleeve and reflector 50 p c Fig. 5 shows a similar view of a modified form of structure.

, Fig. 6 is a transverse, sectional, plan View, showing the path of the fuel.

Fig. 7 is'a' longitudinal, sectional taken on line 77 of Fig. 6.

Referring to the apparatus shown in Fig.

1, which is designed prlmarily for use u on a Ford car, 5 represents the intake manifold, which is provided with oblique passageways 6 and 7 at, the outer end of each of which is provided a suitable elbow 8 of the well known form for connection with the intake openings of the engine block. The manifold is provided with a vertical leg 9 around the lower end of which is provided a chamber 10. A passageway 11- connects the carburetor flange 12 with the chamber 10, whereby the vapor coming from the carburetor will be directed to the chamber 10. My device is preferably placed between the manifold and the usual butterfly throttle valve of the carburetor so as to correct the tendency of the throttle to direct the heavier particles of fuelto the side walls. The vertical leg 9 is machined on its interior and an annular. sleeve 13 is slidably mounted therein. Since the lower end of the vertical leg 9 does not extend to the bottom of the chamber 10, the sleeve 13 serves to close this opening, and it contacts with a conicalshaped, or deflector plug 14, screwed through the bottom wall of the chamber 10. The lower face of the sleeve 13 and the surface of the deflector plug 14, with whichvv it contacts, are sov shaped that the projected area of the lower face of the sleeve will be exslightly view,

'posed'to the pressure of the gas in the chamber 10, whether the sleeve is in contact with 1.00

the plug or raised some distance above the form of invention shown in Fig. 2 is designed for use where the carburetor is arranged vertically and immediately below the intake manifold. In this figure, is the vertical leg of the manifold, which has an enlarged portion 21 at its lower end, whereby a chamber 22 is formed. Communicating with thechamber, 22 is the fuel passageway 23, which is formed by a downwardly extending tube 24, having a, suitable flange 25 for securing the carburetor 27 thereto. In this form, the throttle valve 28 of the carburetor is shown. Arranged in the chamber 22, and some distance below the upper end 29 of the chamber, is provided a cone-shaped member .30, which is suitably supported in the center of the chamber 22 by means of arms 31. The lower end of the vertical leg 20 in this form of device is also machined, and an annular sleeve 32 is slidably disposed therein. The lower end of the tu e is engageable with the cone-shaped member 30, as in the other form of device.

In the form of device shown in Fig. 3, 35 is the vertical leg of'the intake manifold,

whichis provided at its lower end with a.

flange 36 to which the upper end of the carburetor 37 is attached. 38 is the throttle valve of the carburetor. In this form of the invention, a relatively small cone-shaped 'member 39 has its point extending downwardly toward the throttle valve, and its base arranged preferably in the same plane as the lower surface of the flange 36. The cone 39 is supported preferably by webs 40, and is, of course, arranged centrally in the passageway 41 of the carburetor.

The vertical leg 35 of the manifold is machined as in the other forms, and a sleeve 42 is slidably mounted therein. This sleeve is annular on its exterior surface, and is provided with a central throat portion 43, the lower end of which being smaller than the upper end, and being also slightly smaller than the diameter of the base of the cone 39. When the annular sleeve 42 is in the position shown in Fig. 1, the passageway will be entirely closed. The throated passageway 43 in the sleeve 42 flares outwardly toward its upper end. A spring 44 is arranged within the machined portion of the leg 35 and it has its lower end bearing against the upper. end of the annular sleeve 42, whereby the sleeve is kept normally upon its seat.

In Fig. 5, I show a slightly modified form of structure in which the plug 45 is nearly fiat on its upper surface, and in which the sleeve 46 has its lower face 47 chamfered, whereby the projected area of this end of the sleeve will be exposed to the pressure existing in chamber 10.

In Fig. .6, where I show a. transverse, sectional, plan view of my device, the lines 50 messes show the path of the fuel elements with ad- 2 mixed air, coming from the carburetor and gassing into the passageway 11 of the device.

vpass under the lower e ge of the sleeve. In

Fig. 7, I show several streams of fuel passing under the lower edge of the sleeve and here illustrate the manner in which the several streams from opposite sides of the sleeve will be deflected inwardly toward each o her. These figures clearly show the radial path of the fuel elements as they ass under the lower edge of the sleeve and t rough the annular orifice formed by it and the plug 14.

The carrying out of my invention by means of the forms shown in Figs. 1 and 2 is substantially identical, and I will, therefore, describe only the form shown in Fig. 1. It will be understood that the deflector plug 14 forms a seat for the annular sleeve 13, and that passage of fuel from the chamber 10 to the passageway of the vertical leg 9 is thereby cut off. However, when the engine is started, the suction produced in the passageways 6 and 7 of the intake manifold will produce a difference in the pressures existing in the leg 9, and chamber 10 and passageway 11, and such difi'erence of pressures will be exerted upon the upper and lower edges of the annular sleeve 13 and, therefore, cause it to be. elevated a distance corresponding to this difference of pressure. Since the proportions of the sleeve 13 and the material from which it is made is constant, the difference between the relatively high pressure existing outside of the sleeve and the relatively low pressure existing inside the sleeve will be constant during the varying engine speeds, it follows that the velocity of the fluid passing through the orifice formed by the elevated sleeve will be constant. As the sleeve 13 is raised, it is lifted ofl its seat and provides an opening between its lower edge and the deflector plug 14 for the passage of the fuel. It will be clear that the fuel coming from the carburetor, attached to the flange 12. will be conducted to the chamber 10 through the passagewayll. As this fuel is drawn into the manifold from the chamber 10, it strikes the deflector surface of the plug 14, and is deflected upwardly and axially toward the center of the vertical leg 9, whereby the stream of richer vapor is diverted up through the center of the passage.

way, formed in the vertical leg 9, thus a more thorough commingling of the products of Y will be seen that there can be no passage of gas until the annular sleeve 42 is elevated in accordance with the suction produced by the engine. When so elevated, the gases are free to pass through the. opening formed by the lower end of the sleeve and the base of the cone 39. It will be seen that in this form, it is necessary that the products of combustion, coming from the carburetor, be deflected nearly at right angles to the general course or passage of vapors, and that they will be deflected inwardly in an axial direction toward each other and toward the center ofthe passageway, and into the lower end of the throated passageway of the sleeve 42, as indicated by the arrows in this figure. It will be clear that the unvaporized particles of fuel coming from the carburetor will be violently thrown toward the center of the passageway, and toward each other and thoroughly comn.ingled with the air, which is passing at high velocity through the restricted passageway of the sleeve 42, and between the end ofthe sleeve and the base of the cone, whereby these heavier particles of vapor and the richer mixture will be thoroughly commingled with the surrounding air and leaner mixture, which will not only produce a vapor of more uniform density, but will direct the stream of vapor u through the center of the vertical leg o the manifold. From the foregoing description, it will be seen that there will be a pencil or center stream of denser or richer hy-. drocarbon vapor enveloped by a'leaner or thinner mixture passing upwardly from the mixing chamber through the passageways leading to the cylinders in the engine block,

thus providing the cylinders with a more uniform, combustible, and better regulated fuel mixture than has heretofore been possible.

While I have described the leg 9 as vertical, it is obvious that it may be inclined at any desired angle, or be horizontally ositioned and serve the same function as t e part 9 shown in Fig. 1. Furthermore, it may be inverted and-held in position by means of a spring. In applying my invention to a six, eight, or twelve cylinder engine, a unit comprising the parts represented by the numerals 9. 10, 11, 12, 13, and 14 might be inserted in each of the several branches of the manifold leading, to the cylinder of the engine, and the results described herein be obtained in such multiple cylinder engine. While I have shown and described the sleeve 13 as seated on the deflector plug 14, it will be understood that the joint between these parts is not necessarily a tight joint, and the sleeve 13 may have a roughened or serrated edge. These and other modifications of the details herein shown and described may be made without departing from the spirit of my invention or the, scope of the appended claims, and I do not, therefore, wish to be limited to the exact embodiment of the details herein shown and described, the form shown and described lower end of the manifold, a floating, annu-- lar sleeve mounted in the leg and having its upper and lower edges constantly and controllably exposed to differential atmospheric pressure, and a deflector plug below the sleeve on which the sleeve is adapted to rest and thereby, when seated, substantially close the manifold from the fuel passageway leading from the carburetor.

2. The combination with the manifold and the carburetor of a hydrocarbon engine, of a leg secured between the manifold and throttle valve of the carburetor and secured to the lower end of the manifold, a floating. annular sleeve mounted in the leg and having its upper and lower edges constantly and controllably exposed to differential atmospheric pressure. and a deflector plug below the sleeve on which the sleeve is adapted to rest and thereby, when seated, substantially close the manifold from the fuel passageway leading from the carburetor.

3. The combination with the manifold of a hydrocarbon engine, of a leg secured to the lower end of the manifold and being formed with a mixing chamber opening into the log, a floating, annular sleeve mounted in the leg and having its upper and lower edges constantly and co-ntrollably exposedto differen- -tial atmospheric pressure, and a deflector plug mounted below the chamber on which the sleeve is adapted to rest and thereby, when seated, substantially close the opening from the chamber to the leg.

4. The combination with a passageway for conducting a gaseous fuel mixture under a relatively high pressure, and a second passageway for conducting said gaseous fuel under a relatively lower pressure, of means controlling the communication between saidtwo passageways comprising a floating sleeve, means to'support said sleeve in its closed position arranged in the first named passageway, one of the edge surfaces of the sleeve be ing exposed to*the relatively high pressure and the other of the edge surfaces being exposed to the relatively lower pressure, where by the sleeve will be moved to a position determined by the difference between such pressures.

5. The combination with a passageway for conducting a gaseous fuel mixture under a relatively high pressure, and a second passageway for conducting said gaseous fuel under a relatively lower pressure, of means. controlling the communication between said two passageways comprising a floating sleeve having its upper and lower edge surfaces exposed to the pressures of the fuel mixture,

means tosupport said sleeve in its closed position arranged in the first named passageway, said sleeve being operateddue to the differential of pressures within said two passageways exerted upon the exposed edge surfaces of the sleeves so as to form an orifice between the sleeve supporting means and the edge of the sleeve which is subjected to the relatively high pressure.

' 6. The combination with a passagewa for conducting a gaseous fuel mixture un er a relatively high pressure, and a second passageway for conducting said gaseous fuel under a relatively lower pressure, of means controlling the communication between said two passageways comprising a floating sleeve having its upper and lower edge surfaces ex posed to the pressures of the fuel mixture, means to support said sleeve in its closed position arranged in the first named passageway, that end of said sleeve being arranged to contact the said supporting means on an annulus spaced inwardly from the outer periphery of the sleeve, said sleeve being operated due to the differential of pressures within said two passageways exerted upon the exposed edge surfaces of the sleeves so as to form an orifice between the sleeve supporting means and the edge of the sleeve which is subjected to the relatively high pressure.

7. ihe combination with the intake manifold of a hydrocarbon engine, of a chamber at the inlet end of 'the manifold, a floating sleeve mounted in the inlet end of the manifold and having its upper and lower edge surfaces exposed to the pressures of the fuel mixture, sleeve supporting means carried at the inlet end of the manifold with whiehthe inner periphery of the lower end of the sleeve engages. said sleeve being movable when acted upon by the differential of the pressures acting upon its upper and lower edges during the operation of the engine.

8. The combination with the intake manifold of a hydrocarbon engine of a chamber at the inlet end of the manifold, a floating sleeve mounted in the inlet end of the manifold and having its upper and lower edge surfaces exposed to the pressures of the fuel mixture. sleeve supporting means carried at the inlet end of the manifold with which the inner periphery ofthe lower end of the sleeve engage-s. said sleeve being operated by the differential of the pressures acting upon its upper and lower edges, whereby the velocity of the gas passing through the device will be maintained substantially constant.

9. The combination with a passageway for conductin a gaseous fuel mixture under a relatively high pressure, and a second passageway for conducting said gaseous fuel under a relatively lower pressure, of means controlling the communication between said two passageways comprising a floating sleeve having its upper and lower edge surfaces exmesses posed to the pressures of the fuel mixture, i

said sleeve being so proportioned as to its weight and its exposed edge surfaces that when acted upon by the high and low pressures it will be maintained in balanced suspension, and thereby the velocity of the fluid flowing from one passageway to the other will be kept constant.

10. The combination with a passageway for conducting a gaseous fuel mixtureunder a relatively high pressure, and a second passageway for conducting said gaseous fuel under a relatively lower pressure, of means controlling the communication between said two passageways comprising a floating sleeve having its upper and lower edge surfaces exposed to the pressures of the fuel mixture, means for limiting the downward movement of the sleeve, said sleeve being so propor-' tioned as to its weight and itsv exposed edge surfaces that when acted upon by the high and low pressures it will be maintained in balanced suspension, and thereby the velocity of the fluid flowing from one. passageway to the other will be kept constant.

In testimony whereof, I have hereunto signed my name.

MARCUS C. STEESE.- 

